JP2010110044A - Charging equipment for electric vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide electricity charging equipment for electric vehicles, which enables the rate of power used by a user to be collected at low cost and further has a load leveling function. <P>SOLUTION: This charging equipment for electric vehicles includes an operation terminal and a control unit. The operation terminal has a power supply means which has one or more plug socket ports for supplying an electric vehicle with power; an information input means which enables input of charging order information; an information display means; and a bill recovering means which collects the rate from the user. The control unit has a memory and a processor, and stores charging order information inputted from the information input means, computes charging reservation information including the charging start time C<SB>1</SB>, the charging finishing time C<SB>2</SB>, and the charging rate, separately for each plug socket port, and controls the current application by the power supply means, based on the charging reservation information. The charging order information includes a charging time A, and the control unit computes the charging start time C<SB>1</SB>, the charging finishing time C<SB>2</SB>, and the charging rate, based on the charging time A. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

The present invention relates to a charging device for an electric vehicle for normally charging a plurality of electric vehicles in an apartment house or a rental parking lot of a city, and more particularly, for an electric vehicle having a load leveling function when using midnight power. The present invention relates to a charging device.
The term “electric vehicle” in the present specification means that a secondary battery is mounted on a vehicle such as an electric vehicle, an electric scooter, an electric wheelchair, and the like, and driving power is obtained using electric power charged in the secondary battery from the outside. The term “electric vehicle” refers to a vehicle whose power source is only a motor driven by a secondary battery, and a vehicle having a power source other than a motor driven by a secondary battery, such as an engine. Say.
In this specification, “ordinary charging” refers to charging that is not rapid charging, and a secondary battery mounted on the vehicle is charged using a small charging device outside the vehicle having a 100V or 200V outlet. That means.

In recent years, in preparation for the popularization of electric vehicles, development of charging devices has been rapidly advanced. Electric vehicle charging devices can be broadly classified into quick charging devices and ordinary charging devices.
The rapid charging device is assumed to be used mainly in a scene where charging in a short time (for example, within several tens of minutes) such as a charging station is required. For example, a rapid charger (rectifier and DC voltage / A configuration that uses a current regulator to connect one electric vehicle with a power cable, and charge while controlling by power line communication using the power cable, communication using a dedicated control cable, or signal exchange It has become. Patent Document 1 discloses performing power line communication using a PLC modem in order to perform authentication and billing processing.

  It is assumed that the ordinary charging device is used in a scene suitable for charging for a long time (for example, several hours) such as a parking lot. In Patent Document 2, after setting the charging time, the power supply is started by a charging start operation, and the power supply is stopped when the set charging time is ended. An electric vehicle charging device that calculates the amount of the charging fee is disclosed. However, in such a charging apparatus, it is assumed that the charging time is concentrated in a time zone where the electricity charge is low, such as midnight power, and there is a problem that the power consumption increases rapidly at the start of the midnight charge application time. This type of problem is conventionally known. For example, in Patent Document 3, a control device connected to a charging device via a communication line creates a load curve that predicts power consumption over time, and the load curve An electric supply control system is disclosed in which a charging start time is determined and notified to a charging device in a time period when the electric power demand is low, and Patent Document 4 discloses an electric device such as an electric water heater and the like to manage electric power supply. A system is disclosed in which the desired energization start time is registered in the management server of the management center (electric power company) and the distribution load in the area is equalized by an instruction from the management server. Electricity load leveling method and system for leveling the electric power load by discharging the electric power stored in the electric power company at the time of the peak electric power demand at the establishment that is the electric power consumer who receives the electric power supply from the electric power company There is disclosed.

JP 2006-262570 A Japanese Patent No. 3442649 JP 2007-295717 A JP 2006-25474 A JP 2007-282383 A

  In order to provide a charging device in a rental parking lot such as an apartment house, a mechanism for collecting the used electricity charges and various costs is necessary. However, it is necessary to obtain permission from the electric utility in order to supply electricity and obtain profits. Therefore, there is a demand for a mechanism that can keep the initial cost and operation cost low. In this regard, the charging device of Patent Document 2 is expensive because it is configured to include a watt-hour meter, and the systems of Patent Documents 3 to 4 are also expensive because communication with the center occurs. These methods and systems are also expensive in that they require a battery for power storage.

  In the rental parking lot as described above, it is assumed that ordinary charging will be performed using late-night electricity, but if there is no leveling mechanism, power consumption will increase rapidly at the start of midnight fee application time There will be challenges. At present, this type of problem does not occur because the penetration rate of electric vehicles is low. However, with the spread of electric vehicles in the future, the occurrence of power consumption peaks due to charging is considered to be a problem that cannot be ignored. When the peak of power demand increases, it is necessary to add power generation equipment. However, installation of power generation equipment that can follow power demand that is fluctuating rapidly is not preferable because it leads to an increase in power generation cost. It is also a problem to be solved by the present invention to provide a charging device for an electric vehicle capable of leveling electric power demand.

  Moreover, the charging time of the electric vehicle by normal charging is as long as several hours or more, and it is not normal that the user is always waiting near the electric vehicle. Even when the battery is not charged, it can be considered that a tampering such as an unauthorized operation is performed. Therefore, measures for preventing the charging cable from being detached and unauthorized operation by a third party are indispensable, and this is also a problem that the present invention should solve.

  In order to solve the above-described problems, an object of the present invention is to provide a charging device for an electric vehicle that can collect used electricity charges at a low cost and further has a load leveling function.

  As a payment method for electricity charges in rental parking lots such as apartment houses, the parking lot administrator pays the power company in a lump sum, and the parking lot manager installs a watt hour meter (child meter) at the individual outlet installed on the switchboard. It is conceivable to collect the electricity bill according to the capacity of the charging device (kW) and the amount of power used (kWh) by allocating to the parking lot users. Here, when a watt hour meter is provided for each charging device, a watt hour meter with a verification of tens of thousands of yen per unit must be used according to the measurement method. On the other hand, it is assumed that the unit price of charging for an electric vehicle is about several hundred yen, and there are naturally users who use it only about several times a month. In this case, providing the watt-hour meter with verification individually requires too much initial cost, and the operation cost increases as the number of watt-hour meters increases. Furthermore, there is a problem that an extra installation space is required to provide an individual watt-hour meter.

There is a similar problem with electric water heaters regarding load leveling when using midnight power. Here, for example, it has been dealt with by adjusting the time of turning on the time switch for midnight power within a range of about 1 hour, but it is constant for suppressing load rise when the midnight power application time period starts. Although effective, load leveling has not been achieved.
In addition, a centralized management system using a management server is difficult to adopt in consideration of communication traffic, and there is a problem that communication costs increase.

  The inventor first considered the appropriate collection of electricity charges without installing a watt hour meter separately. Next, we studied off-line load leveling. Here, from a larger point of view, the apartment parking lot and the city time parking lot are just one customer, and there is no necessity to handle them differently. The inventor has intensively studied and thought that it would be possible to provide a charging device for an electric vehicle capable of realizing a horizontal load leveling regardless of the installation subject or the management subject.

That is, the first invention is a power supply means having one or more outlets for supplying electric power to an electric vehicle, an information input means capable of inputting charge instruction information, an information display means, and a fee collected from a user An operation terminal having a charge collecting means, a storage device and a computing device, storing charging instruction information input from the information input means, and charging start time C ₁ , charging end time C for each outlet ₂ and a control unit that controls energization by the power supply means based on the charging reservation information, and charging control information including a charging fee, and charging information included in the charging instruction information The charging device for an electric vehicle includes a time A, and the control unit calculates a charging start time C ₁ , a charging end time C ₂ and a charging fee based on the charging time A.
In a second invention according to the first invention, the storage device of the control unit stores a database in which a parking space number, an outlet port number, and vehicle specification information are associated, and the control unit includes the information The vehicle specification information in the database is acquired based on the parking space number or the outlet number input from the input means, and the longest charging time _Mn is set.
According to a third aspect, in the second aspect, the charge instruction information includes a remaining battery level, and the control unit calculates a charging time A based on the remaining battery level and the longest charging time _Mn. And
According to a fourth invention, in the second or third invention, the control unit acquires vehicle specification information in a database based on a parking space number or an outlet port number input from the information input means, and supplies the vehicle specification information to the outlet port It is characterized in that the voltage to be switched is switched.
According to a fifth invention, in any of the first to fourth, wherein the control unit, characterized in that at midnight power within the time period can be set to the charging start time C ₁ and the charging end time C _2.
A sixth aspect of the fifth invention, and means for leveling off-line loading of midnight power time zone, and calculates the charge adjustment time E based on the charge time A, charge adjusting the charging start time C ₁ The control unit has means for dispersing within the time E.
According to a seventh aspect, in the sixth aspect, the charge instruction information includes a desired end time B, and the control unit calculates a charge adjustment time E based on the charge time A and the desired end time B. And
An eighth aspect of the invention, the dispersion in the invention of the sixth or 7, wherein the control unit is provided with a random data generation means, a charging start time C ₁ based on the random data random data generation means is generated in the charging adjustment time E It is characterized by making it.
A ninth invention is the service menu according to any one of the first to eighth inventions, wherein the operation terminal is a service menu associated with the charge instruction information, and the user selects the service menu and the charge instruction A service menu for inputting information is provided.
According to a tenth aspect, in any one of the first to ninth aspects, the charge collection means includes a reader / writer of an information storage medium for paying a charge charge, and can charge a charge offline. It is characterized by being.
An eleventh invention is characterized in that, in any one of the first to tenth inventions, the outlet port is installed in an outlet box including an electric key.
A twelfth invention is characterized in that, in the eleventh invention, the outlet box is locked when not in use and is unlocked through authentication based on an electronic money ID number.
According to a thirteenth aspect, in the eleventh aspect, the outlet box is locked when not in use, and unlocking is performed through authentication using an IC tag distributed in advance.

ADVANTAGE OF THE INVENTION According to this invention, the charging device for electric vehicles which can collect | recover the used electricity bill at low cost can be provided.
Moreover, the charging device for electric vehicles which can implement | achieve load leveling offline can be provided.

The best mode of the present invention is a charging device that performs ordinary charging of electric vehicles (battery electric vehicles (BEV)) and plug-in hybrid vehicles (PHEV) exclusively using late-night power in rental parking lots such as apartment buildings. This will be explained with an example.
The charging device of the present invention has a function of leveling charging demand by adjusting the charging start time of the electric vehicle. When charging a large number of electric vehicles, etc., using low-cost electricity charges (between 23:00 and 7pm), if all electric vehicles start charging at 11:00 pm, a large peak demand will be generated. This is not desirable for the system.
First, the configuration of the charging device 1 will be described, and then the operation and the like will be described.

《Charging device》
The charging device 1 includes an outlet switchboard 10, charging outlets 21 to 25, and an operation terminal 31 as main components.
The outlet switchboard 10 is connected to the charging outlets 21 to 25 and the operation terminal 31, and includes an outlet control device 11 for controlling on / off of the outlet circuit on / off device 14. The outlet switchboard 10 is connected to the main power supply 2 energized only at midnight by the midnight power time switch 17 and the control power supply 3 energized at all times. In addition, when daytime use is also expected, such as a time-rental parking lot in the city, it is necessary to set the main power source 2 to power according to time zones. In this case, a control power source 3 is separately prepared. do not have to.
The outlet control device 11 includes an arithmetic device, a main storage device, and an auxiliary storage device in which a vehicle information database for managing a parking space number, an outlet port number, vehicle specification information, and the like is stored. The charge for each charging outlet 21 to 25 can be calculated. The outlet control device 11 also receives operation data such as charging instruction information from the operation terminal 31, and manages the charging reservation schedule. In addition, the outlet control device 11 has random data generation means 111. The load leveling using the random data generation unit 111 will be described later. Furthermore, the outlet control device 11 can store a charge reservation and a charge usage status even if a power failure occurs. For example, a configuration using a non-volatile memory in the storage device and a backup battery are mounted. It is a configuration.
In each of the outlet circuits to which the charging outlets 21 to 25 are connected, an earth leakage breaker 16 and a remote control MCCB 15 (wiring breaker) that is turned on and off by a command from the outlet control device 11 are installed on the upstream side. .
It is preferable that the outlet switchboard 10 has a structure in which only the knob of the earth leakage breaker 16 can be operated by the user. This is because it is possible that the earth leakage circuit breaker operates due to a short circuit or electric leakage due to incorrect use of the outlet, so that the parking lot user can perform a quick response by performing a reset operation or the like. In this embodiment, like a normal distribution board, the earth leakage breaker knob can be operated from outside the inner door by making a hole in the inner door, and all other equipment in the panel is installed inside the inner door. By locking the inner door, only the administrator can operate. In addition, the switchboard 10 is provided with an outer door to prevent outsiders from operating the earth leakage breaker. This outer door is preferably provided with a mechanical key or an electric key so that only the parking lot user can open the door.

《Outlet for charging》
Charging outlets 21 to 25 of the present embodiment are configured as shown in FIG.
An outlet port 385 for energization is provided in the outlet box 308 and is connected to an indicator lamp 305 for notifying the energization state. Here, the indicator lamp 305 may be installed in the outlet box 308 instead of the outlet switchboard 10. The outlet 385 can be of any standard depending on the application, but in this embodiment, the 250V30A grounding hook type (JISC8303) defined in the Japan Electric Vehicle Association Standard JEVICS601 is used. . If the plug shape of an electric vehicle such as an electric wheelchair does not match this, an adapter is used. Further, the outlet 385 is attached sideways so that the connection operation is easy. When the plug is rotated to the right, the outlet 385 is locked, and when the plug is rotated to the left, the outlet 385 is unlocked. The door 384 is not in a closed state and is not energized, and the opening / closing of the door 384 is detected by a limit switch 381.
From the viewpoint of preventing rainwater and the like from entering the outlet box 308, it is desirable that the door is closed when not in operation. In the present embodiment, the hinge that fixes the door 384 is spring-biased in the closing direction, and the magnet 386 maintains the closed state when not working. Even after the work is finished, a warning may be displayed on the operation panel 303 to alert the user when the door is open.
A charging cable from the electric vehicle is disposed in a cable passage slit 383 provided on the bottom surface of the outlet box. For example, the outlet box 308 is attached to a wall or installed with a pole at the lower part so as to be independent. The height of the outlet 385 is specified to be 30 cm or higher from the ground according to the extension rules from the viewpoint of preventing rainwater intrusion. However, considering the ease of operation, the height of the outlet 385 should be 80 to 120 cm higher than the ground. Is desirable.

The outlet box 308 of this embodiment is provided with a door 384 for preventing theft or mischief, and can be locked with an electric key 382. The electric key 382 is an electromagnetic rod that closes the door when energized from the outlet control device 11. It is preferable to prevent the door 384 from being accidentally opened by charging the electric key 382 during charging. However, in an apartment house or the like, the outlet box 308 may not be locked during charging.
The method for locking the outlet box 308 is not limited to the present embodiment. For example, the following method is conceivable, and one of the methods is selected depending on the use situation of the parking lot and the surrounding environment.
(1) Mechanical locking When a user is specified, a mechanical key may be provided in the outlet box, and locking may be performed for the convenience of the user.
(2) Electric lock (not locked when not in use)
When the user is unspecified, it is preferable to provide an electric key that can change the locking pattern each time the user changes. A code for stopping charging may be set together when setting the electric lock. As a result, it becomes possible to stop the charging operation halfway in the event of an emergency. For example, the following codes are set as codes for stopping charging.
1) Enter a preset code from the touch panel.
2) Set a PIN when recharging and enter the PIN on the touch panel.
3) The electronic money ID used at the time of charging reservation is stored, and it is confirmed by the IC card read / write device that the electronic money ID is the same.
(3) Electric lock (form to lock even when not in use)
According to the form (2), it is possible for a malicious person to perform mischief such as making an empty charge reservation. In the case where the charging device is installed in a place where countermeasures against intruders are not taken, it is preferable that the device can be locked even when not in use. In the electric locking, as a technique for locking the outlet box even when not in use, for example, the following can be considered.
1) The ID of the IC card for electronic money is registered in advance at the time of contract.
2) The ID of the IC tag (which can be attached to a charging cable or the like) distributed in advance is recognized through an IC tag reader attached to an outlet box or the like.

<Operation terminal>
The operation terminal 31 is a terminal device for performing charging reservation operation and fee payment, and includes an operation panel 303 for charging operation and a fee collection device 304. Here, the operation panel for charging operation 303 and the charge collection device 304 may be installed on the surface of the outlet switchboard 10. Further, the operation terminal 31 may be one or plural. The operation terminal 31 may be provided with a voice guide function and a print function as necessary.
The operation panel 303 is a touch panel type liquid crystal panel that performs a man-machine interface function with a user, and serves as both display means (information output means) and information input means. The user operates the operation panel 303 to cause the charge collection device 304 to read the payment information storage medium 330 (not shown) and charge the charge after prepaying the charge.
The fee collection device 304 is a reader / writer for paying with electronic money. In this embodiment, electronic money is adopted because online authentication is unnecessary and the cost collection cost is the lowest. Further, the IC card for electronic money has an ID authentication function and has an advantage that it can be used for locking the outlet box 308 and the like. In addition, since the electricity bill was proportional to the charging time, it was possible to omit expensive watt-hour meters for each outlet. For this reason, apparatus cost can be made cheaper than the conventional apparatus.

《Payment method》
The payment information recording medium 330 in the present embodiment records stored value type electronic money using a recording medium (for example, FeliCa (registered trademark)) incorporated in a device such as an IC card or a mobile phone, What records what payment means which can be settled by reading electronic data, such as what is called a prepaid card, a credit card, and a debit card, is included. However, from the viewpoint of avoiding troubles during unattended operation and reducing operational costs, it is preferable to employ a payment information recording medium 330 that can be settled offline. In the payment method using a credit card or a David card, an authentication process by communication with the center is necessary, and communication cost is increased. In addition, cash settlement also requires operational costs for maintaining changes. Accordingly, it is preferable to use an offline payment type payment method that does not require communication with the center, for example, electronic money or a prepaid card. From the viewpoint that it is not necessary to issue a dedicated card, it is more preferable to use electronic money. It is more preferable to use electronic money having a wide area (for example, Edy (registered trademark)).

《Outlet voltage》
The charging voltage of the electric vehicle (BEV) is 200V, and the charging voltage of the plug-in hybrid vehicle (PHEV) is 100V. However, since the PHEV charger is normally compatible with both 100V and 200V, there is usually no problem even if all the supply voltages of the charging device 1 are 200V. When the supply voltage is unified at 200V, the remote controller MCCB15 can be a single-phase two-wire system, and the indicator lamp 305 also has no 200V specification / voltage switching function, so that the device configuration can be simplified. In the case of 100 V, the charging time is 1 kW and 3.5 hours. In the case of 200 V, the charging time is 2 kW and the charging time is 2 hours, and the charging time can be shortened. On the other hand, there is a demerit that the basic charge of the electricity bill becomes high because the charging power is large.
From the standpoint of electricity charges, the switching method between 100V and 200V is advantageous. Assuming late-night charging, there is little need to reduce the charging time from 3.5 hours to 2 hours. Therefore, in the present embodiment, the main power supply 2 is received by a single-phase three-wire 200V, and the supply voltage is changed by switching the connection of the leakage breaker 16. Specifically, the remote control MCCB 15 is a single-phase three-wire system. When supplying 200 V, the earth leakage breaker 16 is connected between the voltage lines, and when supplying 100 V, the earth leakage breaker 16 is connected to the voltage line. And connect between the neutral wire. In the present embodiment, in consideration of economy, the supply voltage is fixed according to the user's vehicle type, and the connection change is performed manually. Note that the 100V supply outlet is evenly allocated to the two voltage lines. The earth leakage breaker 16 is 200V specification, the overcurrent breaking rating is 15A, and is not replaced even if the voltage is changed. Regarding the indicator lamp 305, it is necessary to change the connection of the resistor in accordance with the change of the outlet voltage. However, when the user's vehicle type cannot be fixed, such as a time-rented parking lot, or when it is difficult to change the connection by hand, a voltage switching unit for automatically switching the voltage may be provided. For example, two two-wire remote control MCCB15 are used, 200V or 100V can be supplied from each of them, and connected in parallel to the earth leakage breaker 16 so that the user can specify the use voltage via the outlet control device 11. Alternatively, it is disclosed that voltage switching is automatically performed by designating a use voltage in accordance with a user's vehicle type in advance. An example of the circuit configuration of the automatic voltage switching means is shown in FIG. Here, when two remote controllers MCCB15 are used, the circuit is short-circuited when the two remote controllers MCCB15 are turned on at the same time. Therefore, it is necessary to provide an interlock circuit as illustrated in FIG. 15 so that the remote controller MCCB15 does not turn on at the same time. Further, the connection of the resistor is automatically changed for the indicator lamp 305 as the outlet voltage is changed.

"charging time"
The charging device 1 of the present invention has an essential condition that the user (driver) inputs the charging time. The user sets a desired charging time A by looking at the remaining battery charge displayed on the electric vehicle.
In the present embodiment, the parameters acquired by the control device 11 are as follows.
Charging time A: Charging time desired end time of electric vehicle specified by user B: Desired end time of electric vehicle charging time specified by user Charging start time C ₀ : Time when charging can be started at midnight charge (= 23:00)
Charging start time C ₁ : Charging start time calculated by the computing device based on user input information Charging end time C ₂ : Charging end time calculated by the computing device based on user input information D: Charging time Time zone charging adjustment time E: Time zone longest charging time M _n for adjusting the charging start time: Longest charging time for each vehicle type (for example, BEV and PHEV)

In normal charging of BEV and PHEV, as shown in FIG. 6, the charging power is almost constant (the charging power is reduced only at the final charging stage), so the rental outlet usage fee is calculated based on the charging time. For this reason, the user needs to specify the charging time A at least on the operation panel 303. Furthermore, in the present embodiment, the user can input the desired end time B in consideration of the convenience of the user. In the present embodiment, the charging time A and the desired end time B can be set in increments of 10 minutes.
From the charging time A and the desired end time B, the charging start time C ₁ is calculated by the arithmetic unit. In this embodiment, the charging start time C ₁ is set at 10-minute intervals in the cycle. At this time, one cycle is selected from the cycle group after 30 seconds from the time of calculation. Further, there is an error in the desired end time B and the charging time A, when the calculated charging start time C ₁ becomes earlier than the current time is to prioritize desired end time B, charging start time C ₁ is the current time The charging time A is shortened later. It will be described later load leveling by adjusting the charge starting time C _1.

According to the specification of the electric vehicle at the time of the present application, information necessary for calculating an appropriate charging time cannot be transmitted to the charging device via a cable or the like during normal charging. If the battery remaining amount information can be acquired by communication with a PLC modem using a charging cable as a communication line in the future, it is possible to automate the specification of the charging time A, but the response time is unknown at this time. For this reason, at the time of normal charging, the user needs to calculate the charging time A by looking at the remaining battery level (electric vehicle meter) of the electric vehicle and manually input it to the charging device 1. As will be described later, since the charging fee is determined in proportion to the input charging time A, it can be expected to some extent that the user is motivated to input the charging time A for economic reasons. However, since it is preferable that simple input is possible from the viewpoint of convenience, in this embodiment, the charging time A is automatically calculated if the model of the electric vehicle (BEV or PHEV is selected) and the remaining battery level are input. The control device 11 has the function of The calculation method of the charging time A in this case is, for example, as follows.
[Formula 1] For BEV (rounded down for less than 10 minutes)
Charging time A = longest charging time M ₁ × (100% −remaining battery percentage) ÷ 100
ex. 6.5 hours x 0.7 = 4 hours and 30 minutes if battery level is 30% [Formula 2] PHEV (rounded down to less than 10 minutes)
Charging time A = maximum charging time M ₂ × (100% −remaining battery percentage) ÷ 100
ex. If battery level is 30%, 3.5 hours x 0.7 = 2 hours and 20 minutes

"operation"
FIG. 3 shows an example of a charging work procedure by the charging device 1.
First, a user parks an electric vehicle (electric vehicle) in a parking space where the charging device 1 is installed (STEP 1). Next, the charging cable of the electric vehicle is connected to the outlet 385 of the charging device 1 (STEP 2). Subsequently, information necessary for reservation such as charging time A and desired end time B is input from touch panel 303. In the present embodiment, since a plurality of parking spaces are managed by a single operation terminal 31, it is necessary to input information on parking space numbers. When there is a function to automatically switch the charging voltage, when the user is fixed like a monthly parking lot, the supply voltage is automatically stored by associating the pre-registered vehicle type information with the supply voltage and storing it in the database. Although it can be selected, it is necessary to input a supply voltage in addition to the above data when the user is not fixed, such as a time-rented parking lot (STEP 3). Since the charge information calculated based on the information input from the touch panel 303 is displayed on the touch panel 303 (STEP 4), the user pays the charge with electronic money or the like (STEP 5). At this time, a password or the like for stopping the charging operation is also set (STEP 6). When the above operations are completed, a display notifying that the setting of the charging operation is completed is made on the touch panel 303. At this time, voice notification may be used together (STEP 7). When the limit switch 381 detects that the outlet box 308 is closed (STEP 8-1), the outlet box 308 is locked (STEP 8). Then, energization from the outlet 385 is started when the reserved charging start time C1 is reached (STEP 9), and energization from the outlet 385 is terminated when the charging end time C2 is reached (STEP 10). Subsequently, the outlet box 308 is unlocked (STEP 11), and the user can remove the charging cable from the outlet port 385 (STEP 12). If the password set in STEP 6 is input and the charging stop operation is performed on the touch panel 303 (STEP 13), energization from the outlet 385 is stopped before the charging end time C2 is reached (STEP 14). In addition, although it is conceivable that a refund is performed when a cancel operation is performed during charging, the specification is not performed in the present embodiment because it becomes complicated such as providing an additional function.

FIG. 4 shows another example of the charging work procedure by the charging device 1.
First, a user parks an electric vehicle (electric vehicle) in a parking space where the charging device 1 is installed (STEP 21). Next, when the user reads the ID of the IC card for electronic money registered in advance, authentication corresponding to one of the registered IC cards is performed (STEP 22). The outlet box 308 is unlocked (STEP 23). The work procedure from when the charging cable of the electric vehicle is connected to the outlet 385 of the charging apparatus 1 until the energization is completed at the scheduled time is substantially the same as STEPs 2 to 10 in FIG. However, the password is not set to cancel the charging operation, and if the charging reservation operation is abandoned, it will be automatically locked after a certain period of time (for example, 15 minutes). It is different (STEP 24-31). The determination as to whether or not the charging stop operation is permitted is performed by authenticating the user with the ID of the electronic money IC card (STEP 36). The charging stop operation (STEP 37) and the outlet energization stop (STEP 38) are the same procedures as in FIG. After the charging is completed, in order for the user to unlock the outlet box 308, the electronic money IC card used at the time of reservation is required. When the same IC card is held over the reader, the outlet box 308 is unlocked (STEP 33), and the user can remove the charging cable from the outlet port 385 (STEP 34). When the limit switch 381 detects that the outlet box 308 is closed, the outlet box 308 is automatically locked after a certain period of time (STEP 35). The open / close state of the outlet box 308 is detected by the limit switch 381, and if it is open, an alarm is issued (STEP 39).

"Fee structure"
In apartment houses and monthly rental parking lots, it is normal to collect a parking lot usage fee on a monthly basis. Therefore, initial costs such as equipment costs and operation costs such as maintenance costs are charged regardless of the usage status of the charging outlets 21 to 25 if they are collected on top of the parking lot usage fee in the name of rental outlet usage fee, for example. Recovery can be performed reliably. The same can be applied to the basic charge of electricity (the basic charge of electricity). On the other hand, it is disclosed that the usage fee in proportion to the charging time is not used for the metered charge of the electricity bill, taking into account that the normal charging power of the electric vehicle is almost constant, for example, without measuring with a watt hour meter Is done. In such a fee structure, there is a concern that the usage fee of the outlet corresponds to the resale of electricity, but it is a common recognition in the industry that it is allowed within a reasonable range. There is no need to strictly match the additional charge per charging time with the metered charge. Based on the above, examples of electricity charges are shown in Table 1 below, and examples of charging charges for charging outlets are shown in Table 2 below.

  The above fee system can also be applied to city time rental parking lots. In this case, however, it is necessary to record the equipment cost, maintenance cost, and basic electricity charge as an additional charge per charging time. Again, it is necessary to set the fee according to the expected usage time, and depending on the usage situation, it is assumed that the facility cost, maintenance cost and basic electricity fee cannot be collected, so the additional fee should be set slightly higher However, it is permissible within the reasonable range as described above. Formula 3 below shows an example of setting the usage fee in the city's hourly rental parking lot. In addition, you may set separately the charge system for cars which do not charge.

[Formula 3]
Usage fee (per 10 minutes) = (Equipment fee per month + Maintenance fee per month + Basic electricity fee + Expected monthly electricity usage fee) / (Estimated usage time per month x 6)

《Load leveling》
The generation of large peak demand and the concentration of demand in the early hours of midnight are not desirable from the viewpoint of uniformly raising midnight demand, and measures for load leveling are necessary. Charging of electric vehicles is generally assumed to be performed at low-cost late-night power (23: 00-7pm), and charging starts at 23:00 when the late-night power hours start unless any load leveling is performed. This will generate a large peak demand. On the other hand, the travel distance of automobiles varies as shown in FIG. 5, for example, and even if the automobile is replaced with an electric vehicle or a hybrid vehicle, it is considered that the tendency does not change dramatically. Then, since the charging time of an electric vehicle can be calculated from the travel distance, a rough prediction of charging demand can be made. Table 3 shows the battery-related specifications of the electric vehicle (BEV) and the hybrid vehicle (PHEV), which are prerequisites for the charging demand prediction.

FIG. 6 shows the charging power during normal charging when the battery is empty, based on Table 3. Based on Table 3, FIG. 5, and FIG. 6, the charging demand for electric vehicles and the like calculated on the assumption that all the electric vehicles that have traveled start charging at 23:00 is shown in FIG.
Referring to FIG. 7, since charging is completed in order from an electric vehicle having a short charging time, there is a very large peak immediately after 23:00, and the demand is low, especially in a BEV having a large battery capacity. It can be seen that this tendency is large. It can be seen that PHEV has a relatively large load factor because of its small battery capacity, but charging is terminated early because the charging time is originally short. The reason why the peak value is not the total of 100 cars is that there are about 30% of the cars with a travel distance of 0 km in FIG.

The basic concept for realizing the load leveling function of the present invention will be described below. In the following, it is assumed that the load is concentrated in the midnight power hours (23:00 to 7:00), and the load level in the case of daytime (7:00 to 23:00) or between the daytime and midnight power hours is Although not considered, it is needless to say that the present invention can be applied to a combination of a midnight power time zone and other time zones.
First, to substantially evenly distribute the charging start time C ₁ for each charging outlet 21 to 25 within the charge adjustment time E. At this time, in order to make the charging adjustment time E as long as possible, the default value of the desired end time B is preferably set to the last time of the midnight power time zone. For example, when the chargeable time D is 8 hours in the midnight power time zone and the default value of the desired end time B is 7 o'clock, the charge adjustment time E is 1 hour 30 minutes, and the charge start time C ₁ is changed from 23:00 It can be set to any time between 0:30.
Next, by enabling specified charging time A, a variable charge adjustment time E, dispersing the charging start time C ₁ in the range. For example, if the charging time A is 3 hours, the charge adjustment time E becomes 5 hours, can be set to any time between the charging start time C ₁ from 23:00 to 4:00.
Whether or not the desired end time B can be specified is a matter to be determined depending on whether the user's convenience is important. This is because the convenience of the user is enhanced by making it possible to designate the desired end time B, but the charge adjustment time E is shortened by the amount of the chargeable time D being shortened. For example, if the charging time A is 3 hours and the desired end time B is 6 am, the charging adjustment time E is 4 hours, and the charging start time C ₁ is set to an arbitrary time between 23:00 and 3 pm can do. Considering only the point of load leveling simply, it is preferable to have a charging stop function and the desired end time B cannot be specified.

Adjustment of the charging start time C _1, will be described with reference to FIG.
8, charging start time C ₁ is calculated by the following equation 4.
[Formula 4]
Charge start time C ₁ = Charge start possible time C ₀ + (k × charge adjustment time E)
Here, k is 0 ≦ k ≦ 1

If k can take a value of 0 to 1 with an equal probability, the charging start time C1 is allocated almost evenly within the range of the charging adjustment time E. If the same load leveling measures are taken in all the charging devices 1, the number of installed units per region will be several hundred to several thousand, for example, and the total charging demand is considered to be the expected value of probability theory.
The control device 11 of the present invention has random data generation means 111 for generating k, obtains k in the above equation 4 for each of the charging outlets 21 to 25, and adjusts the charging start time C1. The random data generating unit 111 is hardware or software for generating arbitrary random data. Since the random data to be generated is not for decoding, any natural random number may be used. However, in order to achieve the object of the present invention, it is preferable to use a pseudo random number. Any algorithm for generating a pseudo-random number may be adopted, and the number of significant digits may be appropriately selected. However, it is important to use an algorithm that is unified for all the charging devices 1. FIG. 10 shows an example of pseudorandom number generation by the mixed congruential method.
In the present embodiment, for example, a pseudo-random number is generated and k is determined at the time when the charging fee is paid and the reservation is completed (STEP 7 in FIG. 3 or STEP 28 in FIG. 4), and the charging start time C1 and The charging end time C2 is calculated.
The greatest feature of the above method is that each charging device performs the load leveling process independently, and there is no need for infrastructure such as a server device or communication. Regardless of whether the parking lot is for collective housing or commercial time lending, in other words, even if the management subject is different, load leveling can be achieved without cooperation between managers. It can be possible to plan.

A method of calculating the charge adjustment time E will be described with reference to FIG.
FIG. 9 [i] is a graph showing an example of adjustment when the charge adjustment time E is fixed, and FIG. 9 [ii] is an adjustment when the charge adjustment time E is calculated from the chargeable time D and the charge time A. It is a graph which shows an example. However, in FIG. 9, the desired end time B is fixed for convenience of explanation.
In FIG. 9 [i], the charging adjustment time E calculated based on the longest charging time _Mn is fixed, and the quality of load leveling decreases as the proportion of short charging time increases. However, as can be seen from FIG. 5, the charging demand is expected to be rather small when the charging time A = the longest charging time M _n, and the charging start time C ₁ is set assuming the longest charging time M _n. If adjusted, high-quality load leveling cannot be expected. For example, if the charge adjustment time E is fixed at 1 hour 30 and the charge end time B is 2 to 3:30 even when the charge time is 3 hours, the load is between 3:30 and 7am. It will not be allocated. In this regard, in FIG. 9 [ii], the charging adjustment time E calculated based on the energization time A changes for each charging operation, so that flexible load distribution is possible. For example, when the charging time A is 3 hours, the charging adjustment time E is from 23:00 to 4 o'clock, and the load can be assigned to the time zone from 2 o'clock to 7 o'clock.

<Modification>
When the charging device 1 is used for commercial purposes, the abnormality monitoring is performed while collecting operation information, and the monitoring information stored in the auxiliary rule device is transmitted to a remote monitoring center via the Internet at a predetermined timing. May be provided in the outlet control device 11. At this time, a monitoring camera may be installed, the image from the monitoring camera may be monitored at the monitoring center, and a conversation with the user may be performed via the Internet.
Further, even if the user does not input the charging time A as a numerical value, it is convenient for the user to facilitate a service menu (for example, “full charge” or “half charge”) for charging under preset conditions. For example, when the user designates the “full charge” button on the operation panel 303, the charging time A is 6 hours for BEV and 3 hours for PHEV, and the charging time A is displayed on the operation panel 303. In this case, the user may be able to correct the charging time A.
Further, since the battery capacity and the charging condition differ depending on the vehicle type, a table storing the vehicle type information may be prepared in the charging device 1 and the default value of the charging time A may be set based on the vehicle type information. The vehicle type here means a specific vehicle type specified by a trademark lower than BEV or PHEV. At this time, an IC tag is attached to the charging cable of the electric vehicle, only the minimum identification information such as the vehicle ID is acquired by the IC tag reader, and other information (battery capacity, etc.) is acquired from the electric vehicle database on the server device. You may be able to do it.

"concept"
The concept of the charging device for an electric vehicle according to the present invention in the best mode described above is summarized as follows.
(1) Prepare one charging outlet per parking lot parking space. Electricity is supplied to the charging outlet from the outlet switchboard through the outlet on / off circuit breaker and earth leakage circuit breaker. From the viewpoint of electricity charges, 200V is supplied to BEV and 100V is supplied to PHEV. Power is received by single-phase three-wire 200V, and the supply voltage is switched by changing the connection of the earth leakage breaker according to the contract type of the parking space.
(2) Since the normal charging power of an electric vehicle or the like is almost constant, the electricity bill is determined not by measuring the amount of power used with a watt hour meter, but with the charging capacity specified by the charger capacity and the touch panel. This eliminates the need for an expensive transactional watt-hour meter for measuring the charging power amount of an individual outlet. The pay-as-you-go fee is paid with electronic money before charging. Since the fee collection is only the collection of electronic money data, it can be outsourced, and the parking lot manager does not need to read the electricity meter and collect the electricity bill.
(3) In the parking lot, an operation terminal equipped with a touch panel screen for performing a charging operation and an electronic money read / write device is installed. Connect a charging cable for an electric vehicle or the like to the outlet, and specify the parking space number for charging with the touch panel, the charging time (standard is BEV 6 hours, PHEV 3 hours), and the desired end time (standard is 7 am). It calculates and displays the charge model according to the type of charging vehicle (registered at the time of use contract and sets the outlet voltage accordingly), charging time, and pays the charging fee using electronic money.
(4) As a measure against theft and mischief, the outlet is housed in an outlet box with a door and a mechanical key or an electric key is provided.
(5) The time required for charging is about 6.5 hours for a battery electric vehicle (BEV: 200V) and about 3.5 hours for a plug-in hybrid vehicle (PHEV: 100V) with the longest battery empty. The midnight power period is 8 hours from 23:00 to 7:00, and if the charging end time is 7:00, the BEV will start from 23 pm to 0:30, and the PHEV will be from 3:00 pm to 3:30 pm The time can be set to any time up to minutes, and the charging start time of each outlet can be allocated almost evenly in the adjustable time zone, so that the charging demand can be distributed and load leveling can be achieved. Furthermore, it is set as the incentive of selecting the charging time according to the remaining amount of a battery by setting it as the electricity bill system according to the charging time. As a result, the charging start time can be allocated in a wider time zone, and a more accurate load leveling effect can be expected.

  Hereinafter, the details of the present invention will be described with reference to examples, but the present invention is not limited to the examples.

In Example 1, the load leveling effect in the case of charging 10 electric vehicles (BEV) having different charging times was verified. The battery remaining amount of the electric vehicle to be calculated is as shown in Table 4 below, and the charging time A was calculated by the above formula 1. The charging power was fixed at 3 kW.

In this embodiment, a pseudo-random number of 4 digits is generated using a mixed congruent method that is easy to calculate, and this is set as k. In this case, the generated pseudo random number is in the range of 0 to 0.9999.
Table 5 is a about 10 electric vehicles in Table 4 were calculated charge adjustment time E, the charging start time C ₁ and the charging end time C _2. Here, each value was calculated based on the above equation 4 with the charging start possible time _C0 being 23:00. FIG. 11 shows changes in charging power according to Example 1 and changes in charging power according to Comparative Example 1 (when charging starts simultaneously at 23:00).

As described above, according to the load leveling method of this embodiment, it is possible to suppress the peak immediately after the charging start enabled time C _{0 (23:00),} yet can be suppressed significantly the maximum value of the peak Was confirmed.

In Example 2, the load leveling effect in the case of charging 100 electric vehicles (BEV) having the longest charging time _Mn of 6 hours 30 minutes was verified. In this embodiment, the charging start possible time _{C0 is set} to 23:00 and the desired end time B is set to 7 o'clock for all electric vehicles, and the remaining battery level is based on the example of FIG.
Change in charge power according to Example 2, change in charge power according to Comparative Example 2-1 (when charging starts simultaneously at 23:00), and Comparative Example 2-2 (between 23 and 0:30) FIG. 12 shows the change in the charging power according to the case.

As described above, according to the load leveling method of the present embodiment, the peak immediately after the charge start possible time C ₀ (23:00) can be suppressed, and the maximum value of the peak is suppressed to ¼ or less. It was confirmed that it was possible.

In Example 3, the load leveling effect in the case of charging 100 hybrid vehicles (PHEV) having the longest charging time _Mn of 3 hours 30 minutes was verified. In this embodiment, the charging start possible time _{C0 is set} to 23:00 and the desired end time B is set to 7 o'clock for all hybrid vehicles, and the remaining battery level is based on the example of FIG.
Change in charge power according to Example 3, change in charge power according to Comparative Example 3-1 (when charging starts simultaneously at 23:00), and Comparative Example 3-2 (equal allocation between 23 and 3:30) FIG. 13 shows the change in the charging power according to the case.

As described above, according to the load leveling method of the present embodiment, the peak immediately after the charge start possible time C ₀ (23:00) can be suppressed, and the maximum value of the peak is suppressed to ½ or less. It was confirmed that it was possible. On the other hand, in Comparative Example 3-2, high-quality load leveling can be realized as in the present embodiment. This is because in Comparative Example 3-2, the adjustment time E is set sufficiently long as 4 hours 30 minutes (= 8 hours-3 hours 30 minutes), and the longest charging time M _n is as short as 3 hours 30 minutes. The reason is considered. However, it is usually difficult to think that all the charging target vehicle types are hybrid vehicles, and this embodiment is more versatile in that it can be applied to an environment where electric vehicles and the like are mixed.

It is a block diagram of the charging device of this invention. It is a block diagram of the outlet box of this invention. It is an example of the charge work procedure by the charging device of this invention. It is another example of the charge work procedure by the charging device of this invention. It is statistical data of the car mileage (Kagawa Prefecture). It is a graph which shows the change (when a battery is empty) of the charging power at the time of normal charge. It is the graph which estimated the charge demand of BEV (100 units) and PHEV (100 units). It is a graph for demonstrating the load leveling function of this invention. [I] A graph when the charge adjustment time is fixed, and [ii] a graph when the charge adjustment time is variable. It is a figure for demonstrating pseudorandom number generation by the mixed congruence method. 5 is a graph showing a change in charging power according to Example 1 and a change in charging power according to Comparative Example 1. FIG. It is the graph which showed the change of the charging power which concerns on Example 2, and the change of the charging power which concerns on Comparative Examples 2-1 and 2-2. It is the graph which showed the change of the charging power which concerns on Example 3, and the change of the charging power which concerns on Comparative Examples 3-1 and 3-2. 1 is a configuration example of an automatic voltage switching circuit according to the present invention. It is an example of a structure of the interlock circuit at the time of the automatic voltage switching which concerns on this invention.

Explanation of symbols

2 Main power supply 3 Control power supply 10 Outlet switchboard 11 Outlet control device 12, 13 Main circuit breaker (MCCB)
14 Outlet circuit on / off device 15 Outlet on / off circuit breaker (remote control MCCB)
16 Earth leakage breaker (ELB)
21 to 25 Charging outlet 31 Operation terminal 111 Random data generation means 161, 162 Resistors 201, 202 Voltage line 203 Neutral line 303 Operation panel (touch panel)
304 Charge collection device (reader / writer)
305 Indicator lamp 308 Outlet box 330 Payment information recording medium 381 Door closing detection switch (limit switch)
382 Electric key (electromagnetic rod)
383 Cable passage slit 384 Door 385 Outlet 386 Magnet

Claims (13)

Power supply means having one or more outlets for supplying power to the electric vehicle;
An operation terminal having an information input means capable of inputting charge instruction information, an information display means, and a charge collection means for collecting a charge from a user;
Having a storage device and a computing device, storing charging instruction information input from the information input means, and calculating charging reservation information including a charging start time C ₁ , a charging end time C ₂ and a charging fee for each outlet; And a controller for controlling energization by the power supply means based on the charge reservation information, and an electric vehicle charging device comprising:
The charging instruction information includes a charging time A, and the controller calculates a charging start time C ₁ , a charging end time C ₂ and a charging fee based on the charging time A. The storage device of the control unit stores a database in which a parking space number, an outlet port number, and vehicle specification information are associated, and the control unit receives a parking space number or an outlet port input from the information input unit. 2. The charging device for an electric vehicle according to claim 1, wherein vehicle specification information in a database is acquired based on the number, and a longest charging time _Mn is set. 3. The charging for an electric vehicle according to claim 2, wherein the charging instruction information includes a remaining battery level, and the control unit calculates a charging time A based on the remaining battery level and the longest charging time M _n. apparatus.   The said control part acquires the vehicle specification information of a database based on the parking space number or outlet port number input from the said information input means, The voltage supplied to an outlet port is switched, The switch is characterized by the above-mentioned. The charging device for electric vehicles as described in. 5. The charging device for an electric vehicle according to claim 1, wherein the control unit is capable of setting a charging start time C ₁ and a charging end time C ₂ within a midnight power time period. . The load of the midnight power time zone and means for leveling offline calculates the charge adjustment time E based on the charging time A, said controller means dispersed within the charge adjustment time E the charging start time C ₁ The charging device for an electric vehicle according to claim 5, comprising:   The electric vehicle charging according to claim 6, wherein the charging instruction information includes a desired end time B, and the control unit calculates a charging adjustment time E based on the charging time A and the desired end time B. apparatus. Wherein the control unit is provided with a random data generation means, according to claim 6 or 7, characterized in that dispersing the charging start time C ₁ based on the random data random data generation means is generated in the charging adjustment time E Electric vehicle charging device.   The operation terminal includes a service menu associated with the charging instruction information, wherein the charging instruction information is input when a user selects the service menu. The charging device for electric vehicles as described in any one of these.   10. The charge collection unit according to claim 1, wherein the charge collection unit includes a reader / writer of an information storage medium for paying a charge, and can charge a charge offline. The charging device for electric vehicles as described.   The charging device for an electric vehicle according to any one of claims 1 to 10, wherein the outlet port is installed in an outlet box including an electric key.   12. The charging device for an electric vehicle according to claim 11, wherein the outlet box is locked when not in use and unlocked through authentication based on an electronic money ID number.   The charging device for an electric vehicle according to claim 11, wherein the outlet box is locked when not in use and unlocked through authentication using an IC tag distributed in advance.